Emergency Procedures for the Reims-Cessna F150

true form as it is considerably longer, but it does cover briefly all of the points that you should know for a typical flight. The flight and operational characteristics of your airplane are normal in all respects. There are no unconventional characteristics or operations that need to be mastered. All controls respond in the normal way within the entire range of operation. All airspeeds mentioned in Sections I, II, III, and IV are indicated airspeeds. Corresponding calibrated airspeeds may be obtained from the Airspeed Correction Table in Section VII. BEFORE ENTERING THE AIRPLANE. (1) Make an exterior inspection in accordance with figure 1-1. BEFORE STARTING THE ENGINE. (1) Seats, Seat Belts and Shoulder Harnesses (2) Fuel Shutoff Valve Handle -- "ON." (3) Brakes -- Test and set. -- (4) Radios and Electrical Equipment "OFF." -- Adjust and lock. Remove control wheel lock. b. b. Check ignition switch "OFF." c Turn on master switch and check fuel quantity indicators, then turn master switch "OFF." d. Check fuel valve handle "ON." e. Check door release pins prior to aerobatic flight. f. Inspect seat belts and shoulder harnesses for condition. 6- Remove seat insert cushions as necessary and securely stow prior to aerobatic flight. d. Remove radder gust lock, if installed. Disconnect tail tie-down. e. Check control surfaces for freedom of movement and security. 1. R- c. PPP FP Remove gust lock, if installed. Check control surfaces for free and correct movement and security. 5 a. Disconnect wing tie-down. Check main wheel tire for proper inflation. Visually check fuel quantity, then check fuel filler cap secure. Check oil level. Do not operate with less than four quarts. Fill to six quarts for extended flight. D c. Same as 3 Figure 1-1. 1-1 STARTING THE ENGINE. 13 (1) Carburetor Heat Cold. (2) Mixture -- Rich. (4) Throttle - Full "OPEN." (5) Brakes -- Release. (6) Elevator Control -- Slightly tail low. (7) Climb Speed -- 68 MPH (with obstacles ahead). (3) Primer (4) Throttle -- As required. Open 1/4 inch. (5) Master Switch -- "ON." (6) Propeller Area -- Clear. (7) Ignition Switch -- "START" (release when engine starts). (8) Oil Pressure -- Check. CLIMB. (1) Airspeed 75 to 85 MPH. NOTE BEFORE TAKE-OFF. (1) Cabin Doors - Latched. (2) Flight Controls -- Check for free and correct movement. (3) Trim Tab -- "TAKE-OFF" setting. (4) Throttle Setting -- 1700 RPM. (5) Engine Instruments -- Within green arc. (6) Suction Gage -- Check (4.6 to 5.4 inches of mercury). (7) Magnetos -- Check (75 RPM maximum differential between mag- netos). (8) Carburetor Heat -- Check operation. (9) Flight Instruments, Optional Accelerometer and Radios (10) Optional Wing Leveler -- "OFF." -- Set. If a maximum performance climb is necessary, use speeds shown in the Maximum Rate-Of-Climb Data chart in Section VII. (2) Throttle - Full "OPEN." (3) Mixture - Rich (unless engine is rough). CRUISING. (1) Power -- 2000 to 2750 RPM. (2) Elevator Trim -- Adjust. (3) Mixture -- Lean to maximum RPM. TAKE-OFF. NORMAL TAKE-OFF. (1) Wing Flaps -- Up. (2) Carburetor Heat -- Cold. (3) Throttle - Full "OPEN." (4) Elevator Control -- Lift nose wheel at 55 MPH. (5) Climb Speed 70 to 80 MPH. MAXIMUM PERFORMANCE TAKE-OFF. (1) Wing Flaps -- Up. (2) Carburetor Heat -- Cold. (3) Brakes -- Hold. BEFORE LANDING. (1) Mixture -- Rich. (2) Carburetor Heat -- Apply full heat before closing throttle. (3) Airspeed -- 70 to 80 MPH (flaps up). (4) Wing Flaps -- As desired below 100 MPH. (5) Airspeed -- 60 to 70 MPH (flaps extended). BALKED LANDING (GO-AROUND). (1) Throttle. -- Full "OPEN." (2) Carburetor Heat -- Cold. 1-2 1-3 INSTRUMENT PANEL 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 Section II DESCRIPTION AND OPERATING DETAILS The following paragraphs describe the systems and equipment whose function and operation is not obvious when sitting in the airplane. This section also covers in somewhat greater detail some of the items listed in Check List form in Section I that require further explanation. 00000 40 39 38 37 36 35 34 33 32 31 30 29 1. Turn Coordinator (Opt.) 2. Airspeed Indicator 3. Directional Gyro (Opt.) 4. Gyro Horizon (Opt.) 5. Clock (Opt.) 6. Aircraft Registration Number 7. Vertical Speed Indicator (Opt.) 8. Altimeter 9. Marker Beacon Lights/Radio Transmitter Selector Switch(Opt.) 10. Omni Course Indicator (Opt.) 11. Accelerometer (Opt.) 12. Rear View Mirror (Opt.) 13. Radios (Opt.) 14. Tachometer 28 27 26 25 24 23 22 21 20 19 26. Mixture Control Knob 27, Wing Leveler Control Knob (Opt.) 28. Microphone (Opt.) Throttle 15. Left Fuel Quantity Indicator 29. 16. ADF Bearing Indicator (Opt.) 30. 17. Right Fuel Quantity Indicator 31. 18. Suction Gage (Opt.) 19. Ammeter 20. Oil Temperature Gage 21. Oil Pressure Gage 22. Map Compartment 23. Cabin Air and Heat Control Knobs 24. Wing Flap Switch 25. Cigar Lighter (Opt.) 32. 33. Elevator Trim Control Wheel Carburetor Heat Control Knob Electrical Switches Fuses - 34. Radio Dial Light Rheostat 35. Panel Lights Rheostat 36. Alternator Circuit Breaker 37. Ignition/Starter Switch. 38. Master Switch 39. Engine Primer 40. Parking Brake Knob *Accelerometer is normally located in lower Omni Indicator space if dual radios are not installed. . Figure 2-1. THE 150 AEROBAT. The 150 Aerobat has been designed to meet federal requirements of airworthiness necessary for Acrobatic Category maneuvers. The aircraft is equipped with specially designed seats for the pilot and co-pilot. These seats feature removable seat cushions to accommo- date either chair or back type parachutes. The lower seat cushion is secured by an adhesive type fastener to allow ease in removal and instal- lation. The back cushion is secured by snap fasteners. This cushion may be unsnapped from its normal position and stowed simply by re- snapping the cushion over the back of the seat frame. Federal Regulations require a positive method of emergency cabin egress for aircraft certified in the Acrobatic Category. The 150 Aero- bat cabin doors incorporate a quick-release system that is actuated by pulling the emergency door release rings, located on the forward cabin doorpost bulkheads. FUEL SYSTEM. Fuel is supplied to the engine from two tanks, one in each wing. From these tanks, fuel flows by gravity through a fuel shutoff valve and fuel strainer to the carburetor. 1-6 2-1 VENT LEFT FUEL TANK 2-2 TO INTAKE, MANIFOLD FUEL QUANTITY DATA (U.S. GALLONS) USABLE FUEL UNUSABLE TANKS ALL FLIGHT CONDITIONS FUEL TOTAL FUEL VOLUME RIGHT FUEL TANK TWO, STANDARD WING (13 GAL. EACH) 22.5 3.5 26.0 TWO, LONG RANGE WING (19 GAL. EACH) 35.0 3.0 38.0 FUEL FUEL SHUTOFF VALVE 22.5 GALS ON CODE OFF FUEL SUPPLY VENT MECHANICAL LINKAGE ENGINE PRIMER FUEL SYSTEM ... SCHEMATIC FUEL STRAINER CARBURETOR TO ENGINE CYLINDERS Figure 2-2. Figure 2-3. Refer to figure 2-3 for fuel quantity data. For fuel system service information, refer to Lubrication and Servicing Procedures in Section VI. FUEL STRAINER DRAIN KNOB. Refer to fuel strainer servicing procedure, Section VI. THROTTLE -1000 MIXTURE CONTROL KNOB ELECTRICAL SYSTEM. Electrical energy is supplied by a 14-volt, direct-current system powered by an engine-driven alternator (see figure 2-4.) A 12-volt battery is located on the right, forward side of the firewall just inside the cowl access door. Power is supplied through a single bus bar; a master switch controls this power to all circuits, except the engine ignition sys- tem, optional clock and optional flight hour recorder (operative only when the engine is operating). MASTER SWITCH. The master switch is a split-rocker type switch labeled "MASTER, and is "ON" in the up position and "OFF" in the down position. The right half of the switch, labeled "BAT," controls all electrical power to the airplane. The left half, labeled "ALT," controls the alternator. Normally, both sides of the master switch should be used simulta- neously, however, the "BAT" side of the switch could be turned "ON" 2-3 ELECTRICAL SYSTEM SCHEMATIC HH REGULATOR MASTER SWITCH H FLAP SLO-BLO ALT ALTERNATOR ALTERNATOR FIELD CIRCUIT BREAKER FLIGHT HOUR RECORDER (OPT) 1 CIGAR LIGHTER (OPT) (WITH CIRCUIT BREAKER OIL PRESSURE SWITCH (OPT) CLOCK (OPT) BATTERY STARTER AMMETER STARTER CONTACTOR BATTERY CONTACTOR GROUND SERVICE PLUG RECEPTACLE (OPT) CODE CIRCUIT BREAKER JAUTO.RESET) CIRCUIT BREAKER (PUSH-TO.RESET FUSE DIODE RESISTOR HF CAPACITOR INOISE FILTER] 2-4 IGNITION STARTER SWITCH L MAGNETOS BUS WING LTS TO WING FLAP SYSTEM TO LANDING AND TAXI LIGHTS (OPT) TO FLASHING BEACON (OPT) BCN PITOT HT-TO PITOT HEAT SYSTEM (OPT) NAV DOME TO NAVIGATION LIGHTS AND OPTIONAL CONTROL WHEEL MAP LIGHT LTO DOME LIGHT TO RADIO (OPT) RADIO 3 -TO RADIO (OPT) RADIO 2 TO RADIO (OPT) RADIO 1 FUEL IND INT LTS TO OPTIONAL TURN COORDINATOR OR OPTIONAL TURN.AND. BANK INDICATOR TO INSTRUMENT AND COMPASS LIGHTS LTO FUEL QUANTITY INDICATORS separately to check equipment while on the ground. The "ALT" side of the switch, when placed in the "OFF" position, removes the alternator from the electrical system. With this switch in the "OFF" position, the entire electrical load is placed on the battery, and all non-essential elec- trical equipment should be turned off for the remainder of the flight. AMMETER. The ammeter indicates the flow of current, in amperes, from the alternator to the battery or from the battery to the aircraft electrical system. When the engine is operating and the master switch is "ON," the ammeter indicates the charging rate applied to the battery. In the event the alternator is not functioning or the electrical load exceeds the output of the alternator, the ammeter indicates the discharge rate of the battery. FUSES AND CIRCUIT BREAKERS. Fuses on the left lower portion of the instrument panel protect the majority of electrical circuits in the airplane. Labeling below each fuse retainer indicates the circuits protected by the fuses. Fuse capacity is shown on each fuse retainer cap. Fuses are removed by pressing the fuse retainers inward and rotating them counterclockwise until they dis- engage. The faulty fuse may then be lifted out and replaced. Spare fuses are held in a clip on the inside of the map compartment door. NOTE A special "SLO-BLO" fuse protects the wing flaps circuit. If this fuse is replaced, care should be taken to assure that the replacement fuse is of the proper type and capa- city. A "SLO-BLO" fuse is identified by an integrally mounted spring encircling the fuse element. Two additional fuses are located adjacent to the battery; one fuse pro- tects the battery contactor closing circuit, and the other fuse protects the optional clock and optional flight hour recorder circuits. The airplane utilizes three circuit breakers for circuit protection. A "push-to-reset" circuit breaker (labeled "ALT") is located on the left side of the instrument panel near the fuses and protects the alternator circuit. The alternator field and wiring is protected by an automatically resetting circuit breaker mounted behind the left side of the instrument panel. The cigar lighter has a manually reset type circuit breaker mounted directly on the back of the lighter behind the instrument panel. BAR Figure 2-4. 2-5 CONTROL WHEEL MAP LIGHT (OPT). A map light may be mounted on the bottom of the pilot's control wheel. The light illuminates the lower portion of the cabin just forward of the pilot and is helpful when checking maps and other flight data during night operations. To operate the light, first turn on the "NAV LIGHTS" switch, then adjust the map light's intensity with the knurled rheostat knob located at the bottom of the control wheel. FLASHING BEACON (OPT). The flashing beacon should not be used when flying through clouds or overcast; the flashing light reflected from water droplets or particles in the atmosphere, particularly at night, can produce vertigo and loss of orientation. CABIN HEATING AND VENTILATING SYSTEM. The temperature and volume of airflow into the cabin can be regulated to any degree desired by manipulation of the push-pull "CABIN HEAT" and "CABIN AIR" knobs. Heated fresh air and outside air are blended in a cabin manifold just aft of the firewall by adjustment of the heat and air controls; this air is then vented into the cabin from outlets in the cabin manifold near the pilot's and passenger's feet. Windshield defrost air is also supplied by a duct leading from the manifold. A separate adjustable ventilator near each upper corner of the wind- shield supplies additional outside air to the pilot and passenger. WING FLAP SYSTEM. The wing flaps are electrically operated by a flap motor located in the right wing. Flap position is controlled by a switch, labeled "WING FLAPS," on the lower center of the instrument panel. Flap position is mechanically indicated by a pointer housed in the left front doorpost. To extend the wing flaps, the wing flap switch must be depressed and held in the "DOWN" position until the desired degree of extension is reached by pilot reference to the flap position indicator. After the de- sired flap extension is obtained, releasing the switch allows it to return to the center off position. When flap retraction is necessary, place the switch in the "UP" position. The switch will remain in the "UP" position without manual assistance due to an over center design within the switch. With the flaps extended in flight, placing the flap switch in the "UP" position will retract the flaps in approximately 6 seconds. Gradual flap retraction can be accomplished by intermittent operation of the flap switch to the "UP" position. Normal full flap extension in flight will require approximately 9 seconds. After the flaps reach maximum extension or retraction, limit switches will automatically shut off the flap motor, how- ever when the flaps have reached the fully retracted position, the wing flap switch should be manually returned to the center off position. 2-6 PARKING BRAKE SYSTEM. To set parking brake, pull out on the parking brake knob, apply and release toe pressure to the pedals, and then release the parking brake knob. To release the parking brake, apply and release toe pressure on the pedals while checking to see that the parking brake knob is full in. STARTING ENGINE. Ordinarily the engine starts easily with one or two strokes of primer in warm temperatures to six strokes in cold weather, with the throttle open approximately 1/4 inch. In extremely cold temperatures, it may be necessary to continue priming while cranking. Weak intermittent firing followed by puffs of black smoke from the exhaust stack indicate overpriming or flooding. Excess fuel can be cleared from the combustion chambers by the following procedure: Set the mixture control in full lean position, throttle full open, and crank the engine through several revolutions with the starter. Repeat the starting procedure without any additional priming. If the engine is underprimed (most likely in cold weather with a cold engine) it will not fire at all, and additional priming will be necessary. As soon as the cylinders begin to fire, open the throttle slightly to keep it running. 2-7 After starting, if the oil gage does not begin to show pressure within 30 seconds in the summertime and about twice that long in very cold weather, stop engine and investigate. Lack of oil pressure can cause serious engine damage. After starting, avoid the use of carburetor heat unless icing conditions prevail. TAXIING DIAGRAM TAXIING. When taxiing, it is important that speed and use of brakes be held to a minimum and that all controls be utilized (see taxiing diagram, figure 2-5) to maintain directional control and balance. Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips. The nose wheel is designed to automatically center straight ahead when the nose strut is fully extended. In the event the nose strut is over- inflated and the airplane is loaded to a rearward center of gravity posi- tion, it may be necessary to partially compress the strut to permit steer- ing. This can be accomplished prior to taxiing by depressing the airplane nose (by hand) or during taxi by sharply applying brakes. USE UP AILERON ON LEFT WING AND NEUTRAL ELEVATOR USE DOWN AILERON ON LEFT WING AND DOWN ELEVATOR 00 USE UP AILERON ON RIGHT WING AND NEUTRAL ELEVATOR USE DOWN AILERON ON RIGHT WING AND DOWN ELEVATOR BEFORE TAKE-OFF. WARM-UP. Most of the warm-up will have been conducted during taxi, and addi- tional warm-up before take-off should be restricted to the checks out- lined in Section I. Since the engine is closely cowled for efficient in-flight cooling, precautions should be taken to avoid overheating on the ground. MAGNETO CHECK. The magneto check should be made at 1700 RPM as follows: Move the ignition switch first to "R" position and note RPM. Then move switch back to "BOTH" position to clear the other set of plugs. Then move switch to "L" position and note RPM. The difference between the two magnetos operated individually should not be more than 75 RPM. If there is a doubt concerning the operation of the ignition system, RPM checks at higher engine speeds will usually confirm whether a deficiency exists. 2-8 WIND DIRECTION NOTE Strong quartering tailwinds require caution. Avoid sudden bursts of the throttle and sharp braking when the airplane is in this attitude. Use the steerable nose wheel and rudder to maintain direction. Figure 2-5. 2-9 An absence of RPM drop may be an indication of faulty grounding of one side of the ignition system or should be cause for suspicion that the magneto timing is set in advance of the setting specified. ALTERNATOR CHECK. Prior to flights where verification of proper alternator and voltage regulator operation is essential (such as night or instrument flights), a positive verification can be made by loading the electrical system mo- mentarily (3 to 5 seconds) with the optional landing light, (if so equipped), or by operating the wing flaps during the engine runup (1700 RPM). The ammeter will remain within a needle width of zero if the alternator and voltage regulator are operating properly. TAKE-OFF. POWER CHECKS. It is important to check full-throttle engine operation early in the take- off run. Any signs of rough engine operation or sluggish engine accelera- tion is good cause for discontinuing the take-off. If this occurs, you are justified in making a thorough full-throttle, static runup before another take-off is attempted. The engine should run smoothly and turn approxi- mately 2500 to 2600 RPM with carburetor heat off. Full throttle runups over loose gravel are especially harmful to pro- peller tips. When take-offs must be made over a gravel surface, it is very important that the throttle be advanced slowly. This allows the air- plane to start rolling before high RPM is developed, and the gravel will be blown back of the propeller rather than pulled into it. When unavoid- able small dents appear in the propeller blades, they should be immediate- ly corrected as described in Section VI. Prior to take-off from fields above 5000 feet elevation, the mixture should be leaned to give maximum RPM in a full-throttle, static runup. FLAP SETTINGS. Normal and obstacle clearance take-offs are performed with flaps up. The use of 10° flaps will shorten the ground run approximately 10%, but this advantage is lost in the climb to a 50-foot obstacle. Therefore the use of 10° flaps is reserved for minimum ground runs or for take-off 2-10 from soft or rough fields with no obstacles ahead. If 10° of flaps are used in ground runs, it is preferable to leave them extended rather than retract them in the climb to the obstacle. The ex- ception to this rule would be in a high altitude take-off in hot weather where climb would be marginal with flaps 10°. Flap deflections of 30° and 40° are not recommended at any time for take-off. PERFORMANCE CHARTS. Consult the Take-Off Distance chart in Section VII for take-off dis- tances at gross weight under various altitude and headwind conditions. CROSSWIND TAKE-OFFS. Take-offs into strong crosswinds normally are performed with the minimum flap setting necessary for the field length, to minimize the drift angle immediately after take-off. The airplane is accelerated to a speed slightly higher than normal, then pulled off abruptly to prevent possible settling back to the runway while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift. CLIMB. CLIMB DATA. For detailed data, see Maximum Rate-Of-Climb Data chart in Section VII. CLIMB SPEEDS. Normal climbs are conducted at 75 to 85 MPH with flaps up and full throttle, for best engine cooling. The mixture should be full rich unless the engine is rough due to too rich a mixture. The best rate-of-climb speeds range from 74 MPH at sea level to 67 MPH at 10, 000 feet. If an obstruction dictates the use of a steep climb angle, climb at an obstacle clearance speed of 68 MPH with flaps retracted. NOTE Steep climbs at low speeds should be of short duration to allow improved engine cooling. 2-11 CRUISE. Normal cruising is done between 65% and 75% power. The power settings required to obtain these powers at various altitudes and outside air temperatures can be determined by using your Cessna Power Com- puter or the OPERATIONAL DATA, Section VII. Cruising can be done most efficiently at high altitude because of lower air density and therefore higher true airspeeds for the same power. This is illustrated in the following table which shows performance at 75% power at various altitudes. OPTIMUM CRUISE PERFORMANCE ALTITUDE Sea Level 5000 Feet 7000 Feet RPM 2525 2650 Full Throttle TRUE AIRSPEED 108 113 115 To achieve the lean mixture fuel consumption figures shown in Section VII, the mixture should be leaned as follows: pull the mixture control out until engine RPM peaks and begins to fall off, then enrichen slightly back to peak RPM. Carburetor ice, as evidenced by an unexplained drop in RPM, can be removed by application of full carburetor heat. Upon regaining the origi- nal RPM (with heat off), use the minimum amount of heat (by trial and error) to prevent ice from forming. Since the heated air causes a richer mixture, readjust the mixture setting when carburetor heat is to be used continuously in cruise flight. The use of full carburetor heat is recommended during flight in very heavy rain to avoid the possibility of engine stoppage due to excessive water ingestion. The mixture should be readjusted for smoothest operation STALLS. 2-12 The stall characteristics are conventional for the flaps up and flaps down condition. Slight elevator buffeting may occur just before the stall with flaps down. Stall speeds are shown in Section VII for aft c.g., full gross weight conditions. They are presented as calibrated airspeeds because indicated airspeeds are unreliable near the stall. The stall warning horn produces a steady signal 5 to 10 MPH before the actual stall is reached and remains on until the airplane flight attitude is changed. LANDING. Normal landing approaches can be made with power-on or power-off at speeds of 70 to 80 MPH with flaps up, and 60 to 70 MPH with flaps down. Surface winds and air turbulence are usually the primary factors in determining the most comfortable approach speeds. Actual touchdown should be power-off and on the main wheels first. The nose wheel should be lowered smoothly to the runway as speed is diminished. SHORT FIELD LANDINGS. For a maximum performance short field landing in smooth air condi- tions, make an approach at 60 MPH with 40° flaps using enough power to control the glide path. After all approach obstacles are cleared, progres- sively reduce power and maintain 60 MPH by lowering the nose of the air- plane. Touchdown should be made with power-off and on the main wheels first. Immediately after touchdown, lower the nose wheel and apply heavy braking as required. For maximum brake effectiveness, retract the flaps, hold full nose-up elevator, and apply maximum brake pressure without sliding the tires. Slightly higher approach speeds should be used under turbulent air conditions. CROSSWIND LANDINGS. When landing in a strong crosswind, use the minimum flap setting required for the field length. Use a wing low, crab, or a combination method of drift correction and land in a nearly level attitude. Excessive nose strut inflation can hinder nose wheel alignment with 2-13 the airplane ground track in a drifting crosswind landing at touchdown and during ground roll. This can be counteracted by firmly lowering the nose wheel to the ground after initial contact. This action partially com- presses the nose strut, permitting nose wheel swiveling and positive ground steering. BALKED LANDING (GO-AROUND). In a balked landing (go-around) climb, the wing flap setting should be reduced to 20° immediately after full power is applied. Upon reach- ing a safe airspeed, the flaps should be slowly retracted to the full up position. In critical situations where undivided attention to the airplane is re- quired, the 20° flap setting can be approximated by holding the flap switch for approximately two seconds. This technique will allow the pilot to ob- tain the 20° setting without having to divert his attention to the flap posi- tion indicator. COLD WEATHER OPERATION. Prior to starting on cold mornings, it is advisable to pull the pro- peller through several times by hand to "break loose" or "limber" the oil, thus conserving battery energy. In extremely cold (0°F and lower) weather the use of an external preheater is recommended whenever pos- sible to reduce wear and abuse to the engine and electrical system. Cold weather starting procedures are as follows: 2-14 With Preheat: (1) With ignition switch "OFF" and throttle closed, prime the engine four to ten strokes as the propeller is being turned over by hand. NOTE Use heavy strokes of primer for best atomization of fuel. After priming, push primer all the way in and turn to locked position to avoid possibility of engine drawing fuel through the primer. (2) Propeller Area -- Clear. (3) Master Switch -- "ON." (4) Throttle -- Open 1/4 inch. (5) Ignition Switch -- "START." (6) Release ignition switch to "BOTH" when engine starts. (7) Oil Pressure -- Check. Without Preheat: (1) Prime the engine eight to ten strokes while the propeller is being turned by hand with throttle closed. Leave primer charged and ready for stroke. (2) Propeller Area -- Clear. (3) Master Switch -- "ON." (4) Pump throttle rapidly to full open twice. Return to 1/4 inch open position. (5) Ignition Switch -- "START." (6) Release ignition switch to "BOTH" when engine starts. (7) Continue to prime engine until it is running smoothly, or alternately, pump throttle rapidly over first 1/4 of total travel. (8) Oil Pressure -- Check. (9) Pull carburetor heat knob full on after engine has started. Leave on until engine is running smoothly. (10) Lock primer. NOTE If the engine does not start during the first few attempts, or if the engine firing diminishes in strength, it is probable that the spark plugs have been frosted over. Preheat must be used before another start is attempted. IMPORTANT Pumping the throttle may cause raw fuel to accumulate in the intake air duct, creating a fire hazard in the event of a backfire. If this occurs, maintain a cranking action to suck flames into the engine. An outside attendant with a fire extinguisher is advised for cold starts without pre- heat. During cold weather operations, no indication will be apparent on the oil temperature gage prior to take-off if outside air temperatures are very cold. After a suitable warm-up period (2 to 5 minutes at 1000 RPM), ac- 2-15 celerate the engine several times to higher engine RPM. If the engine accelerates smoothly and the oil pressure remains normal and steady, the airplane is ready for take-off. When operating in sub-zero temperature, avoid using partial carbu- retor heat. Partial heat may increase the carburetor air temperature to the 32° to 70° range, where icing is critical under certain atmospheric conditions. Refer to Section VIII for cold weather equipment. Section III AEROBATIC MANEUVERS 2-16 AEROBATIC CONSIDERATIONS. The 150 Aerobat is certificated in the Acrobatic Category for the maneuvers listed in this section. All of these maneuvers and their vari- ous combinations can be performed well within the +6.0 to -3.0 g flight maneuvering envelope approved for the airplane. However, before at- tempting any of the approved aerobatics, each of the following items should be considered to assure that the flights will be safe and enjoyable. DUAL INSTRUCTION. No aerobatic maneuvers should be attempted without first having re- ceived dual instruction from a qualified aerobatic instructor. PHYSICAL CONDITION. The pilot should be in good physical condition and mentally alert. Initial indoctrination flights should be limited to a maximum of 30 to 45 minutes so that the pilot can become gradually conditioned to the unusual flight attitudes that are typical of this type of flying. LOOSE EQUIPMENT AND BAGGAGE. The cabin should be clean and all loose equipment (including the microphone) should be stowed. For solo aerobatic flight, the co-pilot's seat belt and shoulder harness should be secured. Aerobatic maneuvers with baggage loadings or occupied child's seat are not approved. SEAT BELTS AND SHOULDER HARNESSES. The seat belts and shoulder harnesses should be adjusted to provide proper restraint during all anticipated flight conditions. However, care should be taken to ensure that the pilot can easily reach the flight controls and produce maximum control travels. 3-1 PARACHUTES. Parachutes must be worn during aerobatic flight. The parachutes must be inspected to determine that they are in good condition and are within the packing dates required by government regulations. If a back pack parachute is used, the seat backs can be unsnapped and temporarily stowed by attaching them to the aft surfaces of the individual seat backs. If a seat pack is used, the bottom cushion should be removed from the airplane. This is done by simply pulling the cush- ion away from the adhesive material on the seat pan. FEDERAL AVIATION REGULATIONS. The pilot should be familiar with government regulations pertaining to aerobatic flight. In the United States, 1500 feet above the surface is the minimum legal altitude for conducting aerobatic maneuvers. However, higher altitudes are recommended until the pilot is thoroughly familiar with the airplane and its capabilities. The selection of aerobatic practice areas should be in accordance with government regulations and in some cases, after consulting local aviation authorities. EMERGENCY BAIL-OUT PROCEDURES. The cabin door jettisoning mechanism should be actuated on the ground to demonstrate to each group of students the sequence of opera- tion and the physical results of this action. An outside attendant should be standing by to catch the door when it is released from inside the cabin. The pilot should be thoroughly familiar with the emergency bail-out procedures listed in Section IV of this manual. APPROVED MANEUVERS. The same training maneuvers approved for the standard Model 150 are also approved for the 150 Aerobat. These include spins, chandelles, lazy eights, steep turns (over 60° bank), and stalls. Additional aero- batic maneuvers authorized for the 150 Aerobat are loops, barrel rolls, aileron rolls, snap rolls, Cuban 8's, Immelmanns, and vertical reverse- ments. Recommended procedures and techniques for performing the more advanced maneuvers are on the following pages. 3-2 ENTRY FULL OPPOSITE RUDDER APPLICATION FOLLOWED. BY FORWARD ELEVATOR. AS THE ROTATION STOPS, NEUTRALIZE THE RUDDER AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE. SPIN. POWER OFF- FULL STALL APPLY FULL RUDDER DEFLECTION IN DESIRED DIRECTION AND FULL AFT ELEVATOR CONTROL Figure 3-1. SPIN The spin is a prolonged stall that results in a rapid nose-down rota- tion about the airplane longitudinal axis. The rotation is the result of a sustained yaw that causes the slower moving wing to almost completely stall, while the outer wing retains a portion of its lift. In essence, the rotation is a result of the relatively unstalled outer wing "chasing" the stalled inner wing. 3-3